Planooraph co



P. FELIX.

MULTICYLINDER ENGlNE.

APPLICATION FILED IAN-19,1918- nzuzwsu JAN. 15. 19:9.

1,31 1 ,O6(). Patented July 22, 1919.

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P. FELIX.

MUL'I'ICYLINDER ENGINE. APPLICATION mm IAN.19, 191s. RENEWED AN.15.19n9.

v 1 ,31 1 ,060. I Patented July 22, 1919.

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'awmwtoz P. F ELIXF mumc'vumoea ENGINE. APPLICATIUN FILED 1AN .I9. I918-RENEWED JAN.,I5, l'9l9. I 1,31 1,060. Patented July 22, 1919.

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INVENTOR WITNESES I .P F0555,

ATTORNEY THE COLUMBIA 'BLANOGRAPH co.. WASHINGTON, D. c.

PAUL FELIX, or KNOXVILLE, rmmsnn.

MULTIGYLINIDER ENGINE.

Speeification'of Letters Patent.

Application-filed January 19, 1918, Serial No. 212,708. Renewed January15, 1919. Serial No. 271,340.

a To all whom it may concern:

Be it known that I, PAUL FELIX, a citizen of the United States, residingat Knoxville, I

in the county of Knox and State of Tennes see, have invented new anduseful Improvements in Multicylinder Engines, (Case 3,) of which thefollowing is a specification.

This invention relates to internal combustion engines, and moreespecially to those having opposed cylinders; and the ob ects of thesame are to eliminate the. conventional connecting rods, topermit thecasting of the cylinders en bloc with the crank case and each valve caseas a separate unit, to detachably connect the castings so that all thevalves at either or both sides of the main casting can be taken off, toprovide a removable cover for the crank casing and improved valveactuating mechanism which can be lifted'out of place without disturbingthe other elements, to provide means for removingthe cam shaft and themain or crank shaft without necessarily removing the pistons, toalsoprovide means for then removing the pistons separately and selec--tively, to provide a peculiar rollerbearing and its mountings on thecrank shaft between each pair of pistons, to provide novelmeans forlubricating the parts-automatically, and withal to core the walls of theseveral castings with passages which com.- Inunic'ate when the castingsare assembled and makeup a jacket for an efiicient water cooling system.These and other objects are accomplished by the construction hereinaftermore fully described and claimed,

and as shown in the drawings wherein Figure 1 is a vertical sectionthrough this engine complete, beingv taken on the line .1-1 of Fig. 2;Fig. 2'is a plan viewwith the cover removed and with the intakejand'outlet dotted; Fig. 3 is a horizontal sec;-

tion on about the line 3-3 of Fig. l-,'with the pistons in a difl'erentposition; F ig.. 4 is a left end elevation with the valve casing in theforeground omitted; Fig. 5 is a sectional detail on about the line 5-5of-Fig. .1; Fig. 6 is an enlarged vertical. section through one of thevalves, and Fig.7 perspective detail of the yoke employed in thevalve-actuating mechanism; Fig. 8 is a plan view in detail of a portionof the main s'haft showing its double crank; F ig. 9 is a detail of thefulcrum for one of the rocker is'a.

sages P open at orated or even further arms,'with its parts removed; andFig. 10 isa detail of one of the socket members employed in suchfulcrum; Fig. 11 is a side elevation of a yoke of modified constructionshowing another form of connection between the piston rods and the crankshaft; Fig. 12' is a horizontal section through the same.

In the drawings herewith I have shown my invention as applied to afour-cylinder internal combustion engine, although I do not wish to belimited in this respect. For sake of simplicity I have omitted somefeatures which are not involved in the present invention, as, forinstance, the ignition and timing systems, the carburetor, the fly wheeland clutch, etc. Also I have indicated at I in Fig. 2 where the inletmanifold is to be applied vand dotted the inlet to two of the valves,and -I' have indicated the outlet or exhaust manifold at X in the sameview, said exhaust manifold communicating with the other two valvesassuming, of course,

proved'valve-actuating ,mechanism. I reserve the broadest latitude inrespect of all features thus far mentioned.

Patented July 22, 1919.

The four cylinders 1, 2, 3 and 4 are cast en bloc and in opposed pairswith and at opposite sides of the upright crank casing 5,

whose integral end walls 7 are formed with openings 8 of considerablesize, having rounded loweren'ds and open through the top of these wallsas seen in Fig. 1. The walls off-the cylinders are cored with pastheir.outer *ends (Fig.

3) communicating. with .other passages J formed in the valve casingsdescribed below-'-all constituting part of a water cooling system'whosedetails need not be elabreferred to herein in fact, the manufacturerengine by some othersystem, or possibly to omit the cooling. Theotherwise open top of the crank case is removably closed bya top plate 9which is shown in section only in-FigQ 1. I

One end of the crank case 5 is closed by an end plate, 10 whichmay wellform part whose bottom is closed integrally as at 6 and may elect tocool this of the clutch case C as seen in Fig. 2, said plate fittinginto the opening 8 in that end wall of the case and possibly havingaflange 11 through which bolts or screws 12 are passed at appropriatepoints to hold said plate in place. The other end of the crank case 5 isclosed by a second end plate 13 fitting in the openings 8 at that end,and this plate may well be cupped as seen in Fig. 3 to constitute ahousing 14 for. the gears hereinafter referred to. Through lugs 15 onthe housing pass bolts or screws 16 which hold this end plate to thecrank case. With this construction it will be clear that when the screws12 and 16 are removed, the end plates and all that is carried by themmay be lifted out of the crank case as the openings 8 open through theupper edge of the end walls 7 and the top plate 9 is removable. The mainshaft M is journaled in appropriate bearings 17 in the end plates and iscranked between them in a manner yet to be described, and a short camshaft S is mounted in appropriate bearings directly above the crankedportion of the main shaft, the same being driven by a gear 18 fastthereon within the housing 14 and meshing with a pinion 19 fast on themain shaft below, as perhaps best seen in Fig. 1. The clutch within thecase C connects with the other end of. the main shaft in a manner notnecessary to illustrate and describe.

Each piston P reciprocates within its respective cylinder, and insteadof having a pivoted piston rod it is provided with a stem 20 of skeletonformation projecting rigidly inward from the piston head and connected(preferably integrally) with one side 21 of an upright yoke ofloop-shape which stands midway between two piston heads and incloses onecrank of the main shaft. T he' complementary side is numbered 22 in Fig.1, and the two sides are substantially L- shaped with the feet of the Usin contact so as to leave between the stems of the Us an opening 23 forthe passage of the crank.

Said feet-have complementary lugs 24 detachably connected face to faceby bolts 25,

and the upper ends of the stems of the Us also have lugs 26 adapted tobe connected by bolts 27. The upper connections differ from the lower,however, in that spacers 28 are strung on the bolts between the complementary lugs 26, said spacers standing above the openings 23 in the endsof the yokes. Obviously the withdrawal of the bolts 27 and removal ofthe spacers 28 leaves the upper end of the openings 23 open so that thecranks may be lifted out of the same. in a manner yet to be described,and still the sides of the yokes will be connected by the lower bolts 25and the pistons need not have been disturbed. It is further obvious thatif new the lower bolts 25 are withdrawn the sides of the yoke aredisconnected and the pistons are free from each other. Then one pistonmay be moved to the outer extreme of its cylinder to permit the opposingpiston to be moved to the inner extreme of its movement and lifted outof place. Thus the specific construction of the yokes constitutes anessential feature 'of the present invention because it renders theseveral parts removable one after the other.

Next inside its pinion 19 the main shaft M may well be formed with adisk 50, and a wrist pin 51 thereon constitutes one crank. This wristpin may well have a reduced end 52 as seen in Fig. 8, the disk 50 havinga socket 53 into which said reduced end projects as shown in section inFig. 3. The other end of the wrist pin or crank carries an integralcross bar 54 which extends across the axial line of the main shaftindicated by dots in Fig. 8, and the other crank 55 is attached to theother end of this crossbar. This crank also may have a reduced end 56entering a socket 57 in another disk 58 as shown at the bot-tom of Fig.3. Finally bolts 59 are passed through the disks and the cranksand crossbar to hold all parts inner ends of these bolts against the cross can bedrawn longitudinally out of place.

On each crank and within each yoke are journaled rollers 60, 61 standingside by side as perhaps best seen in Fig. 3, and each part or half ofthe yoke is cut away or recessed as at 62 opposite one roller so that itshall not contact therewith, leaving a track 63 toward the other end ofthe yoke which contacts with the other roller. The result is that as thecrank rises and falls within the opening 23 in the yoke, frictionis prevented by this roller bearing which is interposed between the crank andthe piston on the active side thereof. 01', to put it differently. whenthe piston is driven inward by the force of the explosion, the track .63contacts with the roller 61 and power is comnmnicatcd to the crank andthen to the main shaft M. The fact that the opbar so that when they areremoved the bolts posite side of the roller does not touch the otherside of the yoke permits the roller to turn first in one direction andthen in the other as the crank rises and falls in its revolution.Although it is not illustrated, the timing mechanism will be so arrangedthat explosions occur in opposite cylinders alternately, driving firstone piston inward and shown, appropriate disposition of the cranks willbe made. The valves- V open and close to admit a charge and to exhaustthe spent gases, as usual in internal combustion engines. V

The side wall of the crank case 5 is shown in Figs. 1 and 2 as providedalong the outer side of its upper edge with a rib 70 cast with a seriesof open-topped pockets 71 having transverse slots through them as at 72,the series of pockets capable of bein closed by a cover plate 73removably held 1n place by a bolt or screw 7 4. Removably seated in eachpocket is a four-part socket, whereof one part 75 is shown in Fig. 10and two parts are shown in Fig. 9. The four parts when assembled make upa plug which fits the pocket 71, and they all contain parts of a cavity75 adapted to receive a ball 76 which may well be formed integral. withand 'at about the midlength of a'rocker arm 76 which plays freely inthe-slots 72. The inner ends of the several arms overlie cams on the camshaft S and the other ends are forked at 77 and the fork-arms providedwith downwardly-opening notches 78. The latter removably engage pins 79projecting outward from the arms 80 of a yoke 81 (see Fig. 7) andthrough the center of the yoke ispassed a screw 82 preferably having aball 83 at its inner end which fits in a socket at the upper end of thevalve stem 84. as seen in Fig. 6. A jam nut 85 on the screw holds it inplace after it has been adjusted.

By preference the valve spring 86 bears at its upper end against the pm87 through the stem 84 so that'the spring is entirely independent of theyoke. With this construction, when the topplate 9 is removed, access ispermitted to the cam shaft; when the cover plates 73 are removed, accessis per mitted to the ball-and-socket joints between the rocker arms andthe crank case 5, and any rocker arm may be lifted readily out of placebecause its notches 78 will lift off the pins 79; and when a rocker armis removed, any yoke may be lifted off the exposed end of its valvestem. All of the valves V at each side of the crank case are bypreference mounted within a single casting 88 which constitutes thevalve casing, the same being removably attached to the open outer endsof the cylinders by screws or bolts 89 as indicated in dotted lines inFig. 6; and therefore when these are withdrawn the valve casing and allits valves may be taken off for examination, cleanin and repairs. I miht say that before this 1s done, the inlet an exhaust manifold must bedisconnected, and in Fig. 2 I have shown unions in the exhaust manifoldfor this purpos, whereas the inlet manifold is wholly omitted. This viewalso indicates in dotted lines how theinlet is supplied tothe twoinnermost valves on each side and the ex" haust is taken from the twooutermost valves, but I do not wish to be limited in this particular;

The bottom plate 6 is provided with a plurality of transverse channels90, preferably corresponding in number with the pis: tons, and four areshown in this case in Figs. 4 and5. In each channel is mounted a scoop91 formed at the lower end of a tube 92 whose body preferably has allIllOIl 93 in its length and leads upward past one side of the yoke asseen in Fig. 1- and then obliquely inward into the piston stem 20 asseen in Fig. 2, its upper end opening at 94 through the top of said stemwhere the latter is provided with a groove 95 leading thence inward anddownward as seen in dotted lines in Fig. .1 and opening throu 'h oneside of the yoke to its interior as in icated at 96 in Fig. 3. The tube92 shown in the foreground on Fig. 1 is connected with the skeleton stemof the right hand piston P, and when this piston moves inward the scooptravels in its channel 90 and some of the oil therein is forcedupwardthrough the tube as will be clear. Successive impulses of the pistonscause the scoops to take up more and more lubricant, and finally thelatter'runs out at 94, travels down the groove 95, and issues at 96 intothe yoke as to thoroughly lubricate the roller bearing therein. The nextscoop shown in Fig. 1 is inclined in the opposite direction and carriedby the stem 20 and the left hand piston. The third and fourth scoopsillustrated in Fig. 2 are correspondingly connected with the stems ofthe remaining pis-- tons in a manner which will be clear. I

prefer to employ the unions 93 at somepoints within the length of thesetubes so that, when the pistons are to be removed from their cylinders,the operator may first disconnect the lower portions of the tubes inorder to permit the pistons to be turned as already described. Theforcible driving of the scoops through the oil within the channels90will also splash a certain amount of said oil upward as indicated bythe arrow in Fig. 1, and it will lubricate the interior of the cylinder2 as usual; and. to an extent it Wlll of course be s attered over theentire inner surface of t e crank case and all parts connected therewithand opening thereinto; therefore by the provisionof this simpleexpedient I have adopted a lubricatin system capable of use in connec:tion with of its parts.

I have already described how the top plate 9 can be taken off and theseveral rockers 76 removed. Whether the valve cases 88 are then removedor not, the upper ends of the yokes may now be opened by withdrawing thebolts 27 and the spacers 28,

an engine of this type and which in no wise interferes with theremovability and then by loosening the screws'12 and 16' 4 both endplates and the main and cam shafts can be lifted bodily out of the crankcase, along with their bearings 17 and their gear and pinionconnections. If there be a fly wheel on the front end of the main shaftM (its upper end as seen in Fig. 2) this may be removed first or can belifted out with the shaft. Before lifting out the main shaft, the coneor other clutch element within the case C will have to be disconnectedfrom its rear end, but as the clutch forms no part of the presentinvention this detail is not illustrated. The important feature of aconstruction which makes it possible to remove these shafts and theirconnections bodily from the crank case without interrupting the positionof the pistons, can not be overestimated. Thereafter if desired thepistons can be selectively or successively removed in the manner abovedescribed; and the importance of this possibility without the necessityfor disconnecting the valve or valve casings is also a feature of myinvention which may well be emphasized. All parts are of the desiredmaterials and proportions, and changes in details may be made withoutdeparting from the spirit of the invention. Under the arrangementillustrated in Figs. 11 and 12, I employ a pair of traveling track ringsT and T and be= tween said track rings and the crank shafts S, Iinterpose an annular series of antifriction rollers R and R havingjournals which are received in bearin in circular retainers Z which holdthe ro lers in spaced relation to each other. The rings T and T roll incontact with tracks M which are received in shallow guide in the innerface of the yo e Y. The traveling rings and the tracks just referred tohave beveled or )l-shaped meeting faces, the object being to increasethe contact surfaces of each traveling ring, thereby preventing slip andconsequent wear of the parts, also'to deepen or increase the section ofeach ring to. impart greater strength thereto and greater power ofresistance to deflection under heavy loads. The construction justreferred to also prevents the overturning of the piston assembly.

What I claim is 1. In an engine of the type described, a crank case castwith opposed cylinders and an integral bottom plate open at its top, andhaving integral end walls with openings therein which open through theupper edges of said walls, and a removable top plate;

I combined with pistons in pairs in said cylinder, yokes connectingtheir stems, end plates removably mounted in the openings in said endwalls beneath said top plate, bearings in the end plates, a main shaftmounted in certain of said bearings and having cranks between themmoving in the rooves G formedyokes, a superposed cam shaft mounted inother of said bearings, a housing on one end plate, gear connectlonstherein between said shafts, valve casings removably attached to andclosing the outer ends of. the cylinders, means for detachablyconnecting said casings with the intake and exhaust manifolds, valves inthe casings, and for each valve a rocker arm having its outer endconnected with the valve stem and its inner end overlying a cam on saidcam shaft, and a fulcrum between its ends.

'2. In an engine of the type described, a

crankcase having opposed cylinders open at their outer ends, a closedbottom, and an open top,each side wall having a longitudinal rib on itsupper edge provided with a series of open-topped pockets and transverseslots intersecting the pockets, a cover plate removably closing eachseries of pockets,

and a top plate removably closing the easing; combined with pistons inthe cylinders, means connecting them in pairs and each having a yoke, amain shaft having cranks,

engaging said yokes, a cam shaft above and driven by said main shaft,valve casings removably closing the outer ends of said cylinders, valvestherein, and for each valve a "the cylinder with transverse slotsthrough its walls, and a valve casing and valve at the outer end of thecylinder; of a yoke mounted on the valve stem, a rocker arm whose outerend is detachably connected with said yoke and whose inner end overliesa cam, and a ball fulcrum at the midlength of the arm removably mountedin said Pocket.

4. In an engine of the type described including a horizontal cylinder,its piston, its crank shaft, and a cam shaft driven from the latter, thecombination with the crank casing having an open topped pocket above thecylinder with transverse slots through its walls, and a valve casing andvalve at the outer end .of the cylinder; of a yoke removably connectedwith the stem of said 5. In an engine of the type described including ahorizontal cylinder, Its piston, its

crank shaft, and a cam shaft driven from the latter, the combinationwith the crank casing having an open topped pocket above the cylinderwith transverse slots through its walls, and a valve casing and valve atthe cally from said socket andhaving complementary cavities surroundingsaid ball.

6. In an engine of the type described having opposed cylinders and anintervening crank case, the combination with pistons in pairs in vsaidcylinders, a yoke connected with their stems, a main shaft having acrank, and a rolling bearing on said crank within the yoke; of a tubecarried by each stem and inclined downward and inward therefrom with itslower end open at the bottom of the crank case and its upper end openingat the top of the stem, the latter having a duct leading from the openupper end of the tube to the interior of the yoke.

7. In an engine of the type described having opposed cylinders and anintervening crank case, the combination with pistons in pairs in saidcylinders, a yoke connected with their stems, a main shaft having acrank, and a bearing on said crank within the yoke; of a tube carried byeach stem and inclined downward and inward therefrom, a scoop at thelower end of the tube and communicating with its bore, the bottom of thecrank case having a channel Within which said scoop travels, and'a ductleading from the upper end of the tube to the interior of the yoke.

In testimony whereof I affix my signature.

PAUL FELIX.

